Narrative:

I was assigned the hemet radar position. At the time; traffic was light. March tower called for a release on a V22 bound for north island. When the aircraft departed; the pilot checked in climbing to four thousand. About this time I received a hand-off from shore sector on another aircraft that planned to conduct air work over and around lake mathews. This maneuvering area put the airplane in direct conflict with ontario departures; V-186 southeast (southeast) bound; long beach/santa ana arrivals; (disny 2/kayoh 7 stars;) and other traffic receiving VFR/IFR services. Initially I assigned the airplane a block altitude between 7;500 ft and 10;500 ft. The lower block value relieved any conflicts between it and ontario V-186 traffic; and the upper limit cleared feeder sector; (although a point was made and accepted.) I was mindful to limit and/or modify the altitudes based on traffic conditions as well as restrict lgb and sna arrivals above the airplane. Jump activity was in progress at both lake elsinore and perris valley jump zones. Further; I was responsible to clear these areas from any VFR/IFR traffic that may conflict with the operations. Lastly; there were at least two aircraft conducting photography surveys. About this time; march approach called with a manual hand-off for aircraft Z. The airplane was assigned an IFR code but was VFR because march had difficulty activating the electronic flight plan. I accepted the hand-off and discovered that I too had the same problem. Although it was a good flight plan; it simply would not activate. I received help from a fellow controller to sort out the details. These particulars are noted before the event because they came into play when the event actually occurred. As I mentioned; I was not necessarily busy; but there were several operations that required greater attention.march tower called for release on aircraft X; IFR; from runway 32; outbound to the oceanside VOR; southeast bound toward the san diego area. I released the airplane. In my mind; I recalled that the V22 climbed to four thousand and for that reason I incorrectly assumed that aircraft X would be climbing to the same altitude. Meanwhile; work continued for aircraft Z which also included help from an adjacent sector to accept the airplane VFR. It was difficult to build a tag for aircraft Z because it was too near and eventually overlapping with another airplane that was soon to be on frequency; namely; aircraft Y.incidentally; when march tower calls sct for a release; march approach is also on the landline listening to the coordination. March approach is responsible to assign any restrictions to the departure if they believe an unrestricted climb should pose a conflict for their traffic. This is especially noteworthy for runway 14 departures; but less so for runway 32. Nevertheless; only march approach was aware of both aircraft X and aircraft Y. They were aware that both aircraft were climbing to 5;000 ft and that the published flight paths of both aircraft intersected. Thus they had advanced knowledge of the potential conflict. It wasn't until after aircraft X was airborne that I accepted the hand-off for aircraft Y; (just crossing over homeland VOR.)when the hand-off was accepted for aircraft Y; march approach was aware that the airplane would turn from homeland VOR; west; north westbound; direct paradise VORTAC; thus; its projected flight path was in direct conflict with aircraft X while both aircraft were still inside their airspace. Yet; they transferred communication; in violation of 7110.65. 5-4-5/1. Had the pilot for aircraft Y checked in on my frequency; (which he did not do;) I may have been alerted sooner to the conflict. With all that was happening at the time; particularly with aircraft Z nearly overlapping with aircraft Y; and that the pilot for aircraft Y did not report on frequency; I missed the opportunity to resolve the conflict until the ca (conflict alert) alarm. At that time a traffic alert was issued to aircraft X; with the instruction to climb immediately. The pilot did not respond. Aircraft Y was turned to a 320 degree heading.since march approach is on the landline while march tower is calling for release; they need to be more conscientious about the projected flight path if more than one airplane is involved. They are at liberty to restrict departures; maneuver aircraft within their airspace; or coordinate with sct for alternate routings should projected flight paths intersect.

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Original NASA ASRS Text

Title: SCT TRACON Controller reported receiving handoffs from an adjacent TRACON of two aircraft on conflicting routes.

Narrative: I was assigned the Hemet RADAR position. At the time; traffic was light. March Tower called for a release on a V22 bound for North Island. When the aircraft departed; the pilot checked in climbing to four thousand. About this time I received a hand-off from Shore Sector on another aircraft that planned to conduct air work over and around Lake Mathews. This maneuvering area put the airplane in direct conflict with Ontario departures; V-186 SE (Southeast) bound; Long Beach/Santa Ana arrivals; (DISNY 2/KAYOH 7 STARS;) and other traffic receiving VFR/IFR services. Initially I assigned the airplane a block altitude between 7;500 ft and 10;500 ft. The lower block value relieved any conflicts between it and Ontario V-186 traffic; and the upper limit cleared Feeder Sector; (although a point was made and accepted.) I was mindful to limit and/or modify the altitudes based on traffic conditions as well as restrict LGB and SNA arrivals above the airplane. Jump activity was in progress at both Lake Elsinore and Perris Valley jump zones. Further; I was responsible to clear these areas from any VFR/IFR traffic that may conflict with the operations. Lastly; there were at least two aircraft conducting photography surveys. About this time; March Approach called with a manual hand-off for Aircraft Z. The airplane was assigned an IFR code but was VFR because March had difficulty activating the electronic flight plan. I accepted the hand-off and discovered that I too had the same problem. Although it was a good flight plan; it simply would not activate. I received help from a fellow controller to sort out the details. These particulars are noted before the event because they came into play when the event actually occurred. As I mentioned; I was not necessarily busy; but there were several operations that required greater attention.March Tower called for release on Aircraft X; IFR; from runway 32; outbound to the Oceanside VOR; Southeast bound toward the San Diego area. I released the airplane. In my mind; I recalled that the V22 climbed to four thousand and for that reason I incorrectly assumed that Aircraft X would be climbing to the same altitude. Meanwhile; work continued for Aircraft Z which also included help from an adjacent sector to accept the airplane VFR. It was difficult to build a tag for Aircraft Z because it was too near and eventually overlapping with another airplane that was soon to be on frequency; namely; Aircraft Y.Incidentally; when March Tower calls SCT for a release; March Approach is also on the landline listening to the coordination. March Approach is responsible to assign any restrictions to the departure if they believe an unrestricted climb should pose a conflict for their traffic. This is especially noteworthy for runway 14 departures; but less so for runway 32. Nevertheless; only March Approach was aware of both Aircraft X and Aircraft Y. They were aware that both aircraft were climbing to 5;000 ft and that the published flight paths of both aircraft intersected. Thus they had advanced knowledge of the potential conflict. It wasn't until after Aircraft X was airborne that I accepted the hand-off for Aircraft Y; (just crossing over Homeland VOR.)When the hand-off was accepted for Aircraft Y; March Approach was aware that the airplane would turn from Homeland VOR; west; north westbound; direct Paradise VORTAC; thus; its projected flight path was in direct conflict with Aircraft X while both aircraft were still inside their airspace. Yet; they transferred communication; in violation of 7110.65. 5-4-5/1. Had the pilot for Aircraft Y checked in on my frequency; (which he did not do;) I may have been alerted sooner to the conflict. With all that was happening at the time; particularly with Aircraft Z nearly overlapping with Aircraft Y; and that the pilot for Aircraft Y did not report on frequency; I missed the opportunity to resolve the conflict until the CA (Conflict Alert) alarm. At that time a Traffic Alert was issued to Aircraft X; with the instruction to climb immediately. The pilot did not respond. Aircraft Y was turned to a 320 degree heading.Since March Approach is on the landline while March Tower is calling for release; they need to be more conscientious about the projected flight path if more than one airplane is involved. They are at liberty to restrict departures; maneuver aircraft within their airspace; or coordinate with SCT for alternate routings should projected flight paths intersect.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.